Power transmission mechanism



NOV. 7, 1939. lr;h M, JETT ET AL 2,178,859

POWER TRANSMISSION MECHANISM Filed June 25, 1957 4 sheets-sheet 1 Nov. 7, 1939-. l

R`M.JETT TAL POWER TRANSMISSION MECHANISM Filed June 25, 1937 4 Sheets-Sheet 2 I nue/25215: Geo 759e C. J,

Nov; 7; 1939.

R. M. JETT ET AL loWER TRANSMISSION MECHANISM ,Filed June 25, 1937 4 Sheets-Sheet 3 Nov. 7, 1939. R, M. JETT ET A1.

POWER TRANSMISSION MEQHANISM Filed June 25. 1937 4 sheets-sheet 4 Patented Nov. 7, 1939 i I* I UNITED STATES PATENT OFFICE POWER TRANSMISSION' MECHANISM Robert M. Jett 'and George C. Jett, Milwaukee, Wis.

Application June 25, 1937, serial No. 150,272

14'C1aims. urn-.284i

This invention relates in general to power carry al1 of tlie power transmitted. The adjusttransmission mechanisms and more particularly ment between the frictional driving parts being to that type in which the driven shaft is driven a matter of great delicacy and accuracy and at a reduced speed relatively to the driving shaft, being materially affected by wear of the parts,

5 and both the speed and direction o-f rotation of and even under theoretically ideal conditions the I the driven shaft are capable of being varied relaamount of power that can be thus frictionally tively to the unidirectional constant speed drive transmitted without undue slippage is very lim-- shaft. ited, the practical result is that'frictional drives Variable speed transmissions of the selective of this character are necessarily conned to low l type, such as are commonly employed in autopower transmission. In fact, so far as we are 1 mobiles, tractors and the like, are limited in their aware, transmissions of this type are restricted capabilities by reason of the fact that the shift to the transmission of a maximum ofabout seven from one speed to another cannot be accomhorse-power. Our present invention, however, plished while the power is on. In other words, is not so limited, because a large proportion of l a shift from one` speed to another necessitates the transmitted power passes directly from .the that the power delivery be temporarily disrupted drive to the driven shaft through toothed gears by throwing out a clutch, or otherwise, while the Which are not subject to slippage and only a p orshift is being made. In uses where a dead load is tion of the transmitted power is circuited through continuously imposed upon the driven shaft, such, the friction drive. Our invention consequently is for instance, as when atractor is used for plowing, capable of employment for the transmission of 20 the disconnection of the power to enable the shiftmuch heavier power than hasI heret `fore been ing of gears permits the tractor to come to a Apossible where infinite speed variations between standstill, with the result that when the power is predetermined limits is required. v again applied after the shift the tractor and plows Our invention possesses the desirable advantage must be put in motion from a dead start. The` also that it gives a wide range of speed to the 25 power required for making such a start is very driven shaft and. provides for infinite increments high and the strains imposed upon the various of speed variation of the driven shaft within that parts are very heavy, resulting in some instances range. For instance, in the particular .design in breakage and, in any event, in excessive wear herein illustrated as exemplifying the principles and strain of the parts. Furthermore, this'type of our invention the power. from a continuously 30 of transmission affords only a very limited nurnoperating drive shaft rotating at 1200 R. P. M. is ber of speed changesbetween the driving and A transmitted to the driven shaft which, by means driven shafts. of our invention, may be driven at will at any One of the features of our present invention speed or incremental yariation thereof between resides in the fact that the driving power is zero and 450 R. P. M. in one direction'an'd be- 35 never disconnected from the driven shaft, but, on tween zero and 200 R. P. M. in the reverse directhe contrary, the driving and driven shafts re tion. The transmissionof heavy power through main constantly connected while infinitely varisuch awide range of infinitely variablespeeds has able speed changes within the range of the design not to our knowledge been. accomplished prior 4'0 are brought'about.- This feature is of significant to our invention.

importance in the transmission of power in trac- While the ,design herein disclosed as illustrative tors and for many other uses. of the principles of our invention provides for .We are aware that variable speed transmistwo directional rotations of the driven shaft, it sions have been rather extensively employed may be adapted for a unidirectional rotation only l 'i 45 which, by the employment of friction drives, obof the driven shaft by a simple change of .gear 45 viate the necessity of disconnecting the power ratios, thereby enabling a still greater proportion when shifting fromone speed to another. Such of the transmitted power to be transmitted difriction transmissions customarily cpnsist of fricrectly through toothed gears from the driving to tion discs cooperating with fric/Eionoller's or the driven shaft and leaving only a relatively balls which are adjustable radially of the' discs to small proportion of the total power to be cir- 5.; vary the speed transmitted or -they embody cuitedthrough-thevariable speed 'transformingl tapered rollers in conjunction with an adjustable unit. l friction ring by which the same result is accom- `Jarious other advantageous features of our inplished. In all devices of this generalcharacter, ve tion and its superiority in accomplishments 5 5 however. the-friction elements.- 0f whatevertype, wilrrbecome, manifest as the invention is better 55 bearings shown in Fig. 1; and

understoodv by reference tothe following description when considered in connection with the accompanying drawings.

Referring to the drawings,

Fig. 1 is a vertical sectional View throgh a transmission mechanism embodying the principles of our invention;

Fig. 2 is a transverse sectional view taken on the line 2-2 of Fig. l, but also locates the position of the main planetary unit which, viewing Fig. 1, lies to the left of the section line;

Fig. 3 is a side elevation on asmall scale motor and transmission unit;

Fig. 4 is a sectional view on the line 4-4 of Fig. 3;

Fig. 5 is a sectional Fig. 1;

Fig. 6 is a sectional Fig. 2.'

Fig. 7 is a similar Fig. 2;

Fig. 8 is a fragmentary sectional view on an enlarged scale of a portion of the gearing and of the view` on the line 5 5 of view on the une 6 6 of view on the line 1-1 of Fig. 9 is a fragmentary view of the gearing assembly shown in Fig. 8 viewed on the line 9-9 of Fig. 8.

Referring now to the drawings more in detail and particularly to Figs. l to 3, inclusive, it will be apparent that the assembly shown for illustrative purposes comprises a motor II and a transmission housing I2 surmounted by the perforated'casing I3. The motor shaft I4 is coupled to the power or driving shaft I5 which is journaled in a bracket I6, the outer end I1 of this shaft having` a bearing in the spider I8 carried by a driven shaft I9 which inturn is journaled in a bearing formed on the removable cap 2I of the housing I2.

The driving shaft l5 and the driven shaft I9 are connected through what will be known as the main planetary unit comprising the internal gear 22 rotatably supported upon the shaft I5, the sun gear 23 xed to the shaft I5, and a plurality of (in the present instance three) planet pinions 24 journaled upon suitable shafts 25 carried by the driven spider I8. Power is,there fore, transmitted through this planetary unit from the driving shaft I5 directly to thevdriven shaft I9, the speed and direction of rotation of the driven shaft being determined by the speed and direction ofrotation of the internal gear 22. In operation, the gear 22 whether driven forward or backward. or held stationary serves as one of the driving elements of the main planetary. The mechanism by which the speed and directional rotation of this internal gear are controlled, to impart to the driven shaft the direction of rotation and thervariation in speed desired, comprises a variable speed transforming unit and junction with adjusting or regulating apparatus, all of which will be hereinafter fully described.

The` variable speed transforming unit comprises a plurality of (in theY present instance two)- driving rollers 26 and an unequal number of driven rollers 21.- All of these rollers are frustro conical in form, the driving rollers being positioned with their larger endsuppermost and the driven rollers-being positioned with their smaller ends uppermost. AThe axes of the rollers are inclined, as so that the outermost edges of all of the rollers y are vertically disposed and positioned on radii of equal length emanating from a common cenries a pinion 64 driving connection is established a plurality of planetary units in conwill be apparent from Figs. 1 and 2,`

ter, the projecting lower portions 28 of the vdrivmg roller shafts being journaled in suitable bearing rollers and similar studs 36 of the driven rollers, the upper ends of the driving rollers being rotatably mounted on studs 35 through the intermediary of the ball bearin vs 31;' and the driven rollers being similarly mounted on the studs 36 through the intermediary of the ball bearings 38. Bolts 39 secure the head 34 to the upper end of the standard 33.

The shaft 28 of one of the driving rollers has an extension 4I (Fig. 1) journaled at its lower end in a bracket 42 carried by the open housing 43 which is supported at its upper end from the -dished plate 29 by bolts 44. A plate 45 providing a "bearing, for purposes which will later be apparent, is secured between the housing 43 and the plate 29 bythe same fastening bolts 44`as will be `apparent from Figs. 1 and 2.

-'I'o insure accurate 25 positioning of the bracket 42 within the casing I2, the casing is provided with a pair of cross-bars 46 equipped with dowel pins 41 which, when bracket 42 is accurately positioned, enter openings in. the bracket spaced'to receive the same, whereby the bracketis positioned and supported.

The lower end of shaft 4I carries a bevel pinion 48 which meshes with and is driven by a bevel pinion 49 keyed to the end of the ,motor shaft I4 and connected -by bolts 5I with the drive shaft I5. v f

A v`pinion 52 fixed to the upper portion of shaft 4I meshes with and'drives a gear 53 which in turn `through'a pinion 54 drives theother driving roll 26. The gear 53 is provided with an upstanding hub or sleeve 55 which is journaled upon plate 45 and carries at gearv 51, thisgear and its upper end an internal the shaft 56.being rotatably guided in bearings 58 carried by the inverted.

plate 29.l A beveled gear 59 journaled upon the upstanding hub 55`carries a plurality of. (in the present instance three) planet pinions 6I meshing with the internal -gear 51 and with a sun pinion 62 flxed onthe hub 55 above the gear 59.

The lower end of each driven roll shaft 63 carmeshing with the beveled gear 59, whereby-a between `the driving rolls 26 and the driven rolls 21 through the planetary transmission carried by the shaft 56.` 'Ifhis planetary connection serves, not to drive ,one set of rolls from the other but, as a synchronizing mechanism through which the speed of rthe internal gear 22 of the main planetary transmission mechanism is controlledv and regulated through the medium of other mechanism to be later described.

The driven rolls 21 are driven fro 'the driving rolls 26 through-the intermediaryv o'f a circular driving element frictionally engaging a segment of the perimeter of each of the driving and driven rolls. e the driving element may be made` of anyguitable material possessing any desired degree f f resiliency, and for some purposes .it might even be made of steel, we have herein shown a driving element of a pneumatic type,v

indicated generallyby reference character 65. 'I'his element resembles in construction a pneumatic tire, except that the tread in this instance,

. and by means in connection with instead of being disposed on the outer perimeter of the tire, is formed'on the inner perimeter to frictionally contact the opposed surfaces of the driving and driven rolls. The pneumatic element is mounted in a surrounding rim or carrier 66 which is supported by the arms 61 of an open frame which in turn is rotatably carried by a ball bearing assembly 68 carried by a sleeve 69 which is slidable longitudinally of a guide tube 1I anchored at its lower end -by means of a bolt 12 in the head 34. This tube is longitudinally slotted at one side, as indicated at- 13, to accommof date a segmentahnut 14 xed tothe sleeve 69 and this nut threadedly engages a screw threaded rod 15 housed within the tube 1 I. To the upper end of this rod there' is removably attached a handwheel 16 by which the rod may to raise and lower the open frame through the instrumentality of .the segmental nut 14. For purposes of easy removal of the casing I3, a sleeve 11 is xed therein and provided with a tapered socket to receive the upper end of tube 1I, and between this sleeve and the internal walls of the hub of the handwheel a ball bearing assembly 18 is interposed.

In Figs. 1 and 2 the driving element 65 is shown in its upper position and in Fig. 2 it is shown in dotted lines in its lowermost adjusted position. By manipulation of the handwheel the driving element may be adjusted to any intermediate position between the two extremes illustrated of such adjustment the speedof the driven rolls relatively to that of thedriving rolls may be regulated to a fine degree of nicety. For instance, when the drivingv element is in its 'uppermost position engaging the rolls 26 at their largest diameters, the driving element will be caused to revolve around the rolls at maximum speed and, at the same time, being engaged with the driven rolls at their smallest diameters these rolls will b e drivenL at maximum speed. At the other extreme position of the driving element illustrated in dotted lines in Fig. 2, the element engaging the driving rolls at ameters will be driven at minimum speed and, since it at the same time engages the driven rolls on their greatest diameters, these rolls will be in turn driven at minimum speed. It will be apparent, therefore, that, with the driving rolls rotating at a constant speed, a wide variation in the speed of rotation of the beveled gear 59 driveriby the driven rolls 21 may be attained by adjusting the driving element 65 to infinitely variable position within the limits of its adjustability. The mechanism comprising the driving and` driven rolls and the adjustable driving element constitutesY an infinitely variable speed transforming unit which is most suitably adapted for combination in our novel transmission mechanism.

It should be understood, however, that variable speed transforming units of other types than that herein illustrated might be employed in this combination with cons'derable degree of sucmade to the construc- A cess. No claiml is herein tion of the infinitely variable vspeed transforming unit illustrated and above described, as this unit per se is' the sole invention of George' C. Jett and,

will form the subject matter ofa separate appli? cation.

While the operation ofthe mechanism thus far described has been explained to some extent the foregoing description, a better understanding of the functions of the mechanisms to be rotated I their sma'uest u1- A be hereinafter described.- may be facilitated by a resum of the operations of the mechanisms thus far described.

Power from the drive shaft is transmitted through shaft 4I directly to one of the driving rollers and through pinion 52, gear 53, and pinion 54 to the other driving roller 26. These rollers in contact with the driving element 65 cause this element to revolve about its supporting bearings 68, thereby driving the driven rollers 21 which, through the pinions 64, drive the bevel gear spider 59 carrying the planet pinions 6I which mesh with the sun pinion 62 xed on the hub 55 of gear 53 and also with the internal gear 51 fixed to the upper end of shaft 56.

planetary mechanism pnions 6I, sun pinion -comprising the planet 62 and internal gear 51,

all of which revolve about the driven outlet shaft 56. This planetary mechanism will be referred to as the synchronizing planetary mechanism has one driven member and`two independent driving members. The shaft 56 is the driven member and has xed to its lowerend'a sun pinion which is in turna driving member common to the two units of a double planetary mechanism, to be later described. -The sun pinion 62 constitutes one of the being driven at a constant speed, tends to drive the internal gear 51 vat a reduced constant Speed in the opposite direction. The spider or gear 59 constitutes the other driving member which tends to drive theA internal gear 51 in the same direc-- tion as that of the sun pinion 62 but many times faster than the sun gear when the driving element 65' is in its top speed or uppermost adjusted position. Downward adjustment of driving eledriving members and,`

ment 65 will decrease' the speed of internal gear 51` until, when in its lowest position as shown in dotted lines on Fig. 2, the speed of spider gear 59 carrying planet pinions 6I bears such relation to the speed of sun gear 62 that the driving effects of these gears upon internal gear 51 are exactly neutralized so that the planet pinions revolve' and rotate-within the. internal gearr which remains stationary. The shaft 56' is consequently held -stationary while under its full torque load. At this time the planetary mechanism is said to be synchronized at zero revolutions of shaft 56.

Since extreme accuracy of adjustment of driving I5 will be vtransmitted through the sun pinion 23 and the planet pinions 24 to the driven shaft I9 which will be driven in the'same direction as the drive shaft but at an intermediate reduced speed. A

If now rotative movement be imparted tothe mechansm, the speed and direction of rotation of the driven shaft I9 will be modified in accordance with the rotative movementsof the internal gear. For instance, if the internal gear v22 be rotated in the same direction as the driving shaft 22 of the main planetary unit, l .this gear .will consequently be held stationary and substantially the entire power output of the drive shaft I5, the speed of the driven 'shaft -will be correspondin'gly increased. Likewise, if the gear 2 2 be rotated inthe opposite direction, nthe vspeed oi. the

driven shaft will be reduced until the linerpitch c5 l internal gear 22 through its driving control line speed of gear 22 in one direction is equal to the linear pitch line speed of sun pinion 23 in the opposite direction, at which point therotation of shaft I9 will become zero, since the planet pinions 24 are under such condition revolving idly on theirV axes between the oppositely running and the spider, I8 carrying the rotational direction opposite to that of driving shaft 5, driven shaft I9 will be rotated in a reverse direction at a speed determined by the difference in th 22 and `23.

-'I'he speed of gear 22 is determined by the speed A of shaft 56, which, as explained, is dependent on the adjusted position of the driving element 65 on the tapered rollers. The direction of rotation of gear 22 depends on which of two units of a double or multiple planetary mechanism (to be later described) is operatively in gear. If the additive unit is rendered operative, the internal gear. 22 will revolve in the same direction as the driving shaft I5, thus adding speed to the driven shaft |9. If, on the other hand, the subtractive unit is rendered operative, the internal gear 22 will revolve in the opposite direction to that of the shaft I5, thus subtracting speed so as to slow down the driven shaft I9. When the driving element 65 is in lowermost or synchronizing position, the internal gear 22 is held stationary and shaft I9 will rotate 210 R. P. M. in the same direction as the rotation of the driving shaft I5, or forwardf as marked on the inspection slot 19 of the perforated casing i 3.

.The primary purpose ofthe multiple planetary mechanism is to provide two directional rotations to the shaft 81 (internal gear 22). This feature practically doubles the capacity of the variable speed transforming unit. It uses two complete cycles of the transforming unit. One cycle is operative when geared subtractive. one upward adjustment of element. 65 to top of the rollers will reduce the speed of shaft I9 from 210 R. P. M. forward to, and through, zero, re-

versing the direction at about the altitude marked' zero' fon the perforated casing I3; then the remaining portion of the adjustment will build up 'the velocity of shaft I9 from nothing to 200 R. P. M. reverse. at the top of the At this time the element 65 is rollers. A downward adjustment of element 65 will change all the speeds in an exact reverse order and, with element 65 again at the' bottom of the rollers, one cycle has been completed. At this position, synchronized, gear ratio changes can be made while the shaft I9 is turning at 2l0revolutions under its full torque load.- f

T'he next full cycle is operative when the double planetary mechanism is geared additive. .'I'hen, an upward adjusting stroke will add to the speed of shaft I9 until at top speed (top of the rollers) 450 R. P. M. will be attained. From that point adownward adjustment to the bottom of the rolls will complete `this next cycle.

'I'he multiple planetary mechanism, the purpose of which has just been explained, is incorporated in the driving connection between the shaft 56 and the internal gear 22 of the main planetary unit and comprises the two units which are respectively designated for convenience as the additive unit and the subtractive unit. The additive unit comprises a sun pinion 8| fixed tothe lower endof -shaft 56 (Figs. 1

and 6) and :meshing with a plurality of double linear pitch line speeds of gears Then ' of the casing is fxedly Aplate 29. A rod journaled upon a shaft 81 andv carries a brake drum 88 disposed beneath and preferably of substantially the same diameter as the ring gear brake drum 83. l y

The shaft 81 is supported at its lower end by a bearing 89 carried by the casing 43 and has keyed thereto a bevel gear 9| meshing with companion bevel gear 92 .fixedly attached to the web of the internal gear 22. The upper end of shaft 81 is provided with a spider' 93overlying the gear 85\ and provided with downwardly arched' supports 94 each of which supports the lower end of a pintle 95 upon whichfone of the double planet pinion elements 32-84 is rotatably mounted. 'I'he upper ends of these pintles are seated in a ring member 96 shaped to provide alternately arranged elevations to. receive the pintle ends and depressions resting upon the spider 93 and rigidly secured thereto by bolts 91, as will be apparentl from Figs. 1, 2, and 7. 'I'he rotation of shaft 81, which is geared to gear 22, is therefore dependent upon the travel of the planet pinions 82-84 Acarried by the spider 93 about the common axis of shafts 56 and 81.

The direction of rotation of this spider under the action of theplanet pinions 82-84 is dependent upon the locking and release of, the brake drums 83 and 88. The mechanism for effecting such locking and release is best-shown in Figs. 2, 6, and 7, to which reference is now made. fl'

A control lever 98 projecting from the front mounted upon the upper end of a brake actuator 99 journaled in suitable bearings in the housing 43 and in the inverted theactuator and through the eyes of resilient links |02 and |03 attached at their other ends to adjustable bolts |04 and |05 connected respectively with the brake bands |06 and |01 surrounding the brake drums 83-and 88. The opposite ends of the brake drums are respectively coni. nected by linkages |08 and |09 with a -pin III When the lever is in 6V and 7 of the drawin intermediate poresistance to theV robrake drums the resistance, however, being sufficient to hold the.

full torque of shaft I9 .which is then, in the design here disclosed, revolving in the same direction as'driving shaft I5 at a speed of 210 R. P. M. A notched sector plate 2 is adapted to be engaged by lever latch ||3 to-lock the lever in adjusted position. When the leverris swung in a clockwise direction viewing Figs. 6 and 7 to bring the latch into cooperative relation with the additive notch A, brake |01 4will be released and brake |06 will be applied. `When the lever is swung in the opposite direction to bring the latch into 'cooperative relation with the notch S, brake |08 will be released and brake |01 applied. The nuts on the adjusting bolts |04 and |05 afford provision for the adjustment of the brakes and the resilient S-shaped links |02 and |03 provide I 0|'extends coaxially through for aslightyield `rings H1 planet pinions 82 the upper end of shaft 81`are held against transof the brakes as a whole under the tension exerted by the links |08 and |09 when the respective brakes are applied. The effect upon the transmission of the application of the respective brakes will be considered here'- after in connection with the operation of-the apparatus, but before taking up that phase of the invention it is desired to direct attention to the manner in which the upper end of shaft 81 is held in the assemblyagainst lateral displacement.

It will be apparent from Fig. 1 that the lower end only of shaft 81 is mounted in a. bearing and that no bearing is afforded by the frame or housing of the apparatus for thefupper end of this shaft. Referring now to Figs. 8 and 9 in conjunction with Fig. 1, the lower end of shaft 56 is provided beneath the sun pinion 8| with a ring II4 having a diameter equal to the pitch diameter of the pinion, the ring being retained in position by a nut H5` 0n the end of shaft 56 and holding the ring through an interposed washer H6. Companion rings H1 of the same diameter as the pitch diameter of pl'anet pinions 82 are secured to the lower faces of these pinions I2I in a ring |22 secured by rivets |23, or otherwise, to the lower face of the internal gear and brake drum 83, the contact line between the and |22 being on the common pitch line of internal gear 83 and planet pinions 82. It will be apparent therefore, vthat the three and the spider 93 krigid with verse movement and in axial alignment `with the shaft 56 through the. intermediary o-f the ring H4 and the three surrounding rings H1. It will be observed also that the combined brake drum and internal gear 83 is supported entirely by the ring H1 so as to be freely rotatable ,when its brake band |06 is released. In this manner a support for the brake drum and internal gear 83 and a bearing for the upper end of shaft 81 are provided through the instrumentality of the rings H4, H1, and |22. These cooperating rings serve the dual function of holding the parts against both radial and axial displacement. The shaft 81 and the brake drum and gear 83 are both held against radial movement, and the otherwise unsupported drum 83 is supported in position and against axial movement by the tapered anges of the rings which roll in the mating tapered grooves of the companion rings. The mean diameter of the tapered groove in each instance is substantially equal to the diameter of the rolling surface of the ring in which such groove is formed.

The frictional driving contact between the driving element 65 and the driving and driven rolls 26 and 21 will result, of course, in the generation of some heat in the driving element. To

assist in ,the dissipation of the heat thus generated, the casing I3 is provided throughout its major portion with air circulation openings |24, and to induce a positive air circulation within the casing the supporting rim 66 of the driving element is preferably provided with vanes or blades |25 so shaped as to induce an outward circulation of air around the driving element.V If necessary, other expedient provisions for cooling, such as a fan blower, might be employed in some instances.

it will be observed that by bolts or rivets H8 and contact the ring H4 on the cominon` .full torque load and without tated, and likewise sun gear Operation It has previously' been explained that the innitely variable speed transforming unit, comprising the tapered friction driving and driven rolls and the synchronizing vplanetary unit located between the bearing plates 29 and 45, is adapted to rotate the shaft 56 at infinitely variable speedsv in one direction or to retain the shaft stationary without rotation, dependent upon the vertically adjusted position of the frictional driving element with it. The pinions consequently will impart no' movement to internal gear 51 but will revolve idly within it, and this gear and its driven' shaft 56 will remain substantially motionless under the inuence of its opposed substantially synchronized and balanced driving gear trains.

In this position of adjustment the driving effect in one direction of the friction rolls is neutralized by the driving effect in the opposite direction of the gear 53. Sun gear 8I,'therefore, is held stationary and all geared connections between this sun gear and the internal gear 22 of the main planetary are l held stationary, that all of the power of the driving shaft is transmitted through the planet pinions 24 directly to the driven shaft I9 which, under this direct drive, is driven in a forward'directionror the same direction as driving shaft I5 is rotating at a speed of 210 R. P. M. when the driving shaft is rotating with the 'result y 65 with respect to the driving and driven rollers The parts are so designed and pro at 1200 R. P. M. In this position'of adjustment either one or both of the .brakes |06 and |01 may be applied, and gear 22 is held against considerable torque stress while the power is transmitted directly from the driving to the driven shaft at the relative speeds above indicated. This direct drive position of adjustment in which the entire train of geared mechanisms between gear 22 and shaft 56 remain idle is the point at which al1 gear ratio changes are made while driven shaft I9 is revolving and under load'and provides for a reversal of directional rotation of gear 22 under clash Vof teeth or injury to the mechanism.

Assuming now that a higher forwardspeed of shaft I9 is desired, brake lever 98 is adjusted in a clockwise direction viewing Figs. 6 and 'l to the additive side of the sector H2 indicatedv by A, thus applying brake |06 and releasing brake |01. Upward adjustment of friction driving element 65 will increase the speed of gear 59, thereby causing internal gear 51 and shaft 56 to be ro- 8I carried by shaft 56, so that this gear acting upon'planet pinions 82 will cause the shaft 81 (by which they are carried) to revolve and, through beveled gears 9| and-92, drive gear 22 in' the vsame direction as driving shaft I5, thereby increasing the forward speed of shaft I9. Continued adjustment ofthe driving element 65 upwardly steps up the speed of gear 22 by incremental-increases until, when the driving element is in its uppermost position as shown in full lines in Figs. 1 and 2, an additional 240 R. P. M. has been added to-the original 210 R. P. M., giving a total maximum forward speed to the driven shaft I9 of 450 R. P. M.

'I'.o obtain speeds of the driven shaft less than 210 R. P. M. forward, the driving element 65 is adjusted to its lowermost position, bringing the control gear train for the gear 22 to rest, whereupon lever 98 is shifted from its additive position; in a counterclockwise direction (viewing Figs. 6 and 7), `to its subtractive position indicated by S, thereby releasing brake |06 and applying brake |01. In this position of the parts shaft I9 will still be driven-210 R. P. M. forward, since gear 22 10 and the entire control train up to and including internal gear 51 will remain stationary. If we now adjust ldriving element 65 upwardly, thereby imparting rotation to sun` gear 8|, the double planet pinions B2-84 will be caused to revolve. The internal gear and brake drum 83, being now freed by its brake |06, will spin idly on its supporting ring |22, but external gear 85 being locked through its brake drum 88 and applied brake |01 will cause the planet pinions 82-84 and the spider 93 by which they are carried to travel around the gear 85 in a reverse direction, thereby through beveled gears 9| and 92 imparting a reverse movement to gear 22. This reverse movement of gear 22 will -reduce the 25 driven speed of spider I8 and shaft I 9 until, when the driving element 65 has been adjusted up wardly to the intermediate point marked Zero (Fig. 3), shaft I9 will stand motionless while all of the gear trains and driving mechanism remain in operation.

Further upward adjustment of driving element 65 will increase the reverse speed of gear 22 until, when element 65 has been moved to its, upper limit of adjustment, shaft I9 will be driven in aV direction reverse to that of drive shaft I5 at a maximum reverse speed of 200 R. P. M. For the purposes of the disclosure in this application the forward speeds of shafts I5 and I9 may be considered as a counter-clockwise rotationof shaft I5 (viewingFig. 2) and reverse of shaft I9 as being in the-opposite rotational direction.

It will be apparent, therefore, that our inventionprovides for a continuous delivery of power from the driving to the driven shaft, and that when the auxiliary mechanism is adjusted to synchronized position to retain thegear 22 at rest, all of the power of the driving shaft will be transmitted to the driven shaft through the main planetary unit to drive the driven shaft in a forward direction at 210 R. P. M. In this position of adjustment in which the control gear trains are all stationary, the brake lever may be manipulated to render either the additive or the subtractive portion of the double planetary unit. operative and theother portion inoperative. portion be rendered operative, the speed of the driven shaft may be increased from 210 R. P. M.

to 450 R. P. M. by upward adjustment of the driving element 65 to its upper limit. The gradations between 210 R. P. M. and 450 R. P. M. are accomplished through incremental variations withoutA shock or jar or the imposition of excessive strains o upon the parts. From the 21o R. P. M. position forward the speed of the driven shaft may be varied in the opposite directionby manipulating.

the brake lever to release the additive portion of the doublel planetary and lock the brake drum of the subtractive portion. Upward adjustment of the element 65 now gradually increases the speed of gear 22 in the opposite direction, thereby reducing the speed of driven shaft I9 to and through zer(` and beyond to a minus speed or reverse speed of 200 R. P. M. when driving element 65 is located' 75 in its uppermost position of adjustment. The

If the additive;

speed decreases and the reverse speed increases are, similarly to the increases in forward speed, accomplished by incremental variations resulting from the adjustment of the friction drive element 65,- so that in all speedchanges from maximum reverse to maximum forward provision for infinitely variable speeds within the predetermined range of the mechanism is made.

vSince at some speeds practically all of the power is delivered directly from-the driving to the driven shaft-'and at all speeds a large proportionof the power is thus directly transmitted, it should be manifest that a transmission mechanism embodying the principles of our invention is capable of employment for the delivery of much greaterpower than it has heretofore been possible to l transmit through frictional transmissions in which all of the power has been transmitted a smallportion being shuntedthrough our variable speed assembly.

While we have shown and described that em- 3 `bodiment of our invention which atpresent seems preferable,- it should be understood that the structural details illustrated and described have been selected merely to exemplify the principles of our invention and that such details are capable of wide variation and modification without departing i from the scope of our invention as defined in the is properly positioned within the housing, and

following claims.

1. In a power transmission mechanismf the combination of a housing provided with an open top and a removable end, a driven shaft journaled in said removable end, a driving shaft in said housing aligned with said driven shaft, a planetary unit interposed between said driving and driven shafts, the planetary pinions of said unit being carried bythe driven shaft and removable from the housing with said driven shaft by removal of said housing end, an open casing insertable-into said, housing through the open top thereof, supporting means provided with dowel pins for positioning and supporting said casing, mecha-, nism mounted within said casing in position to cooperate with said planetary unit when the casing means for controlling and actuating said mechanism.

`2. In a transmission'mechanism, the combination of a houshig having an open top andan open end, a driving shaft mounted within the housing,

'a closurefor said open end, a driven shaft jourvnaled within said closure and carrying a plurality of planet pinions, a sun gear mounted on said driving shaft and meshing with said pinions, a rotatable gear mounted on the driving shaft, said driven shaft being removable from the housing with said closure, a casing insertable and removable through the open top of said housing, sta- `tionary means -within the housing for centering and supporting the` lower end of the casing, means j for centering. and supporting the upper end of Said casing, mechanism carried by said casing in position to cooperatively engage said rotatable gear when the casing is properly positioned within the housing, and means removably supported by the housing above said casing for actuating said mechanism carried by the casing at infinitely variable speeds whereby the speed and direction of rotation of said driven shaft is controlled.

3. A transmission mechanism of the type comprising a driving shaft, a driven shaft and a planetary unit connecting said shafts and including a freely rotatable gear meshing with the planet pinicns of said unit, characterized by a control apparatus for controlling said gear to cause the driven shaft to be driven from the driving shaft at innitely variable speeds throughout a predetermined speed range, .said apparatus including va pair of planetary units comprising a common sun gear, common planetV pinicns and gears meshing with said pinicns, manually controlled meansfor locking and releasing said last mentioned gears in predetermined order, and means for driving said sun gear at infinitely variable speeds, said last mentioned means comprising a power actuated manually controlled continuously operating variable speed transforming unit having a delivery Velement and a synchronizingv mechanism interposed between said unit and said'sun gear for driving said sun gear or holding the same stationary under torquedependent upon the rotative speed of the delivery element of said unit.

4. In a power transmission mechanism of the type comprising a driving shaft, a driven shaft, and a planetary unit connecting said shafts and including a freely rotatable gear, an apparatus for so controlling said gear as to cause the actuation of the driven shaft from the driving shaft at ing a power actuated manually controlled infinitely variable speed 'friction drive unit, a synchronizing, mechanism for converting the lowest speed of said unit into zero revolutions of the power output shaft of said mechanism, and driving andl control means interposed between said power output shaft and said gear, said last mentioned means including a double having a common sun gear and common planet pinicns, one planetary unit comprising an internal gear meshing with said pinicns and the other planetary unit comprising an external gear meshing with said pinicns, said internal and external gears being each equipped with a rotatable brake drum, a brake for each of said drums, and control means whereby said brakes may be applied and released in predetermined order only to change the direction of rotation of said freely rotatable gear while maintaining said gear under continuous torque.

5. A transmission mechanism lof the type including a driving shaft, a driven shaft, a planetary unit interposed between said shafts, one gear of said vunit being Xed-to the driving shaft and the other gear thereof being freely rotatable relatively to the driving shaft and being controllable both as to speed and direction of rotation, characterized by means for controlling said gear, which includes a double planetary unit having the spider thereof connected to said controlled pinicns carried by said` gear, a plurality of planet spider, a common sun gear meshing with said pinicns, an external gear meshing with saidpinions and provided with a brake drum, an internal gear meshing with said pinions and provided with a brake drum, adjustable brake means forV locking and releasing said drums -in predetermined order, and controllable means for actuating said sun gear, said controllable means including a power actuated manually adjustable infinitely infinitely variable speeds, said aparatus includr plurality of planetary unity variable speed transforming unit and a synchronizing mechanism for rotating said sun gear or holding the same stationary at will.v

6. Mechanism for selectively holding thevcontrcllable driving element of a power transmitting planetary gearing stationary or revolving the` same in forward or reverse directions, comprising a multiple planetary unit including a sun gear, an external gear, an internal gear, brakes for said external and internal gear, a plurality of planet pinicns meshing with said gears and a singlev manually operable means for operating said brakes whereby said internal and external gears may be locked and released in predetermined rder when said sun gear is stationary, and continuously operated variable speed mechanism for selectively rotating said sun gear at zero or greater R. P. Mrat will', whereby said controllable driving element may be caused to be rotated at variable speeds in either direction.

7. In a mechanism for controlling a controlled driving element of a power transmitting unit, the combination of a variable speed transforming mechanism, a synchronizing planetary unit comprising a 'driven element and two driving elements, one of said driving elements being continuously operated at a constant speed and the lother being continuously operated from said transforming mechanism at a variable speed, said driving-elements being adapted to jointly produce zero revolutions of said driven element, a multiple planetary unit operable by the driven element of said synchronizing planetary unit, said multiple planetary unit comprising a driven element, a driving element operable by the driven element of said synchronizing planetary unit, a progressively controllable elements and manually operable means for controlling said last mentioned elements whereby one of said last mentioned elements may be cooperatively assoc'ated with said planetary driving element to actuate said planetary driven element, and an operative driving connection between the driven element of said multiple planetary unit and the controlled driving element of said power. transmitting unit.

8. A mechanism for controlling the controlled element of -a planetary transmission apparatus, comprising an auxiliary unit adapted to deliver -innitely variable selected speeds within a pre-- a multiple unit planetary gearing connected with said driven shaft and said controlled element for modifying the speed and direction of rotation delivered ,by said shaft, and means adapted to be mechanism for converting the slowest dey 'operated when said driven shaft is geared'to zero for controlling said multiple unit gearing so that the modication in speed and direction produced by each unit thereof may be individually imposed upon the entire range of speeds delivered by said auxiliary unit, whereby said controlled element may be subjected from zero revolutions to top speed in each direction of rotation tothe com.- plete speed range and .power capacity of said auxiliary unit.

9. A mechanism for controlling the controlled gear of a power transmitting planetary unit, comprising a. continuously operating variable speed transforming unit, synchronizing mechanism including a shaft and means for converting the low speed of said transforming unit into zero revolutions of said shaft'to provide a synchrom'z'ed period for gear ratio\changes under full torque load, a gear ratio change mechanism including a plurality of gear elements interposed between said shaftand said controlled gear or transmitting to said controlled gear a plurality of complete speed ranges of said speed transforming umt, and means for holding and releasing said gear elements in predetermined order to thereby modify said transmitted speeds both as to speed and direction' of rotation whereby said controlled gear may be driven at infinitely variable speeds in veither direction.

10. In a transmission having a controlled driven element adapted to be driven at infinitely variable speeds in both forward and reverse directions, the combination of a continuously operating, infinitely variab`e speed auxiliary unit, a synchronizing unit so'connected thereto and to a source of power that the low speed'of the auxiliary unit is converted into zero revolutions of the delivery shaft of the synchronizing unit to thereby provide a synchronized period of zero revolutions for selective gear ratio changes while the transmission is in motion and under load, and a manually controlled gear ratio change mechanism having gear elements between the synchronizing unit and said controlled element and including means for locking and releasing said gear elements of said mechanism in such order as to continuously maintain said controlled element under torque.

11. A mechanism for controlling the controDed gear of a power transmittingplanetary unit comprising a continuously operating variable speed auxiliary unit, synchronizing mechanism connected with said unit and with a source of power whereby a predetermined speed of said auxiliary unit is converted into zero revolutions :,-f the delivery shaft of said synchronizing mechanism to provide a synchronized period for selective gear ratio changes, and manually controlled means includin'g toothed gears interposed between said shaft and said controlled gear for changing from one gear ratio to another while the mechanism is 4under full torquerload to thereby modify the speed and direction of rotation delivered to said controlled gear from said shaft and whereby the so modified speed and direction resulting from each gearchange may be varied through the entire spee'd and power range cycle of said auxiliary unit to thereby positively and continuously maintain said controlled gear under the conjoint control of said auxiliary unit and said manually controlled means. 4

`12. In atransmission mechanism of the type comprising'a drive shaft, a driven shaft and an interposed planetaryunit includinga controlled gear, an apparatus for` controlling the'speed and direction `of rotation of said controlled gear,`com prising a continuously operating power actuated variable speed transforming unit, a continuously operated synchronizing mechanism gearing adapted to convert the lowest speed of said variable speed transforming unit into zero revolutions of the -power output shaft of' the synchronizing mechanism for gear ratio change purposes, and gear ratio change mechanism interposed between said synchronizingmechanism and said controlled gear., comprising a sun gear i `ing with said pinions, brakes forv said internal and having a driving shaft, a driven shaft, a planetary including connected to the power output shaft of said synchronizing mechanism, a spider connected to said controlled gear, a plurality of double pinions car-i ried by said spider and meshing with said sun gear, an internal gear and an external gear 'meshexternal gears and asingle manually controlled device for operating said brakes to lock and release said. internal and external gears in such predetermined order as to continuously maintain the exertion of a torque upon said controlled gear.

13. Ina transmission mechanism of the type unit connecting .said shafts and including a controlled gear, the combination of a multiple unit p 'anetary mechanism connected to said controlled gear, manually operable means for influencing the units of said planetary mechanism in predetermined order to hold said controlled gear stationary .under torque or to veffect gear ratio changes for driving said controlled gear ineither direction at will, a continuously operating power driven infinitely variable speed transforming device, and a synchronizing mechanism interposed between said speed transforming device and said multiple unit planetary mechanism adapted to neutralize the speed of the transforming device so as to thereby enable said gear ratio changes to be made without releasing the torque on said controlled gear, the synchronizing mechanism and the multiple unit planetary mechanism being designed and arranged to transmit to the controlled gear in either direction of rotation a complete'cycle of the infinitely variable speeds of the transforming device. n

" 14. In a transmission mechanism ofthe' type havingv a driving shaft, a driven shaft, planetary gearing interposed between said shafts, the planet pinions of said gearing being journaled on a 4 spider fixed to the driven shaft and meshing with two driving gears, one of said driving gears being fixed to said driving shaft and the other driving gear being rotatably mounted thereon to constitute a control gear, the combination of a continuously operating manually adjustable speed transforming mechanism, direction changing gear units connected with said controlled gear, a synchronizing mechanism interposed between said speed transforming mechanism and said gearv units and adapted to convert the slowest adjusted speed of said speed transforming mechanism into zero revolutions of the output shaft of the synchronizing mechanism for holding said controlled gear stationary between reversals of direction and enabling a drive change from one of said gear units to another, said synchronizing mechanism and gear unit-s providing a positive and perma- Dnent connection between said speed transforming mechanism andlsaid controlled gear, whereby said driven shaft is continuously and positively controlled throughout a continuous but variable speed range including a plurality of complete speed range and power cycles of said speed trans-- forming mechanism.

' I GEORGE c. JE'I'r. 4 ROBERT M. JE'IT. 

